Conveying apparatus



oct. 24, 1944.

' F. LEOPOLD- CONVEYING APPARATUS Filed Nov. 12, 1941v 5 sheets-sheet 1 FREERlc-,K LEoPpLo Oc`t. 24, 1944. Y F. LEOPOLD 2,360,836

CONVEYING APPARATUS Filed Nov, l2, 1941 5 Sheets-Shee'fI 2 gm |5 l 2,4*

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:f I. l l\ l w y a Q e 205 R IGK LEOPO LD Octo 24, 1.944. F, LEOPOLD CONVEYING PPARATUS Filed Nov.- 1,2,I 1941 5 sheets-shea s ma llo FR EE CK LEO PO LD Oct. 124y 1944. F. LEOPOLD CONVEYING APPARATUS Fi'led Nov. 12, 194].-

5 Sheets-Sheet 4 j i FR DERICK LsoPoLD @y @of Patented Qct. 24, 1944 UNITED STATES 'PATENT OFFICE CONVEYING APPARATUS Frederick Leopold, Harmonville, Pa., assgnor to Lee Rubber & Tire Corporation, Conshohocken,

Pa., a corporation of New York Application November-V12, 1941, 'Serial No. 418,654

4 Claims.

This invention relates generally to 'material handling apparatus and more particularly to an improved apparatus -for handling slabs of rubtently shifted toward the loading station. When ber and the like which are removed from a continuously operating mixing or sheeting mill, it

being among the principal objects of the present invention to provide a conveyor mechanism which is especially adapted for use in conjunction with an automatic stock take-off apparatus of the character shown and described in United States Letters Patent No. 2,102,453, issued December 14, 1937. u

In this previously patented apparatus means are provided for automatically stripping the rubber stock from the revolving s'urface of the for- Ward roll of the mill in the form of a continuous y strip and then conveying the stock through a coating bath and `to a carriage from which it is suspended in .the form of a festooned strip.

When the carriage of the patented apparatus is fully loaded with the festooned stock it is shifted laterally to one side of its loading station to permit a second carriage to be moved into the loading position. While said Letters Patent No. 2,102,453 describe the carriages as .being shiftable along an overhead track for conveyance to a remote point for subsequentoperations upon the entire line of loaded carriages is intermitthe iirst loaded carriage in the line reaches the loading station, the operator removes the stock from the carriage by preliminarily slitting each looped section of the festooned stock in such manner as to leave suspended upon the carriage a plurality-of doubled sections 'of stock which are then each readily removable from the carriage. The unloaded carriage is then elevated to a point in the conveyor orbit where it is given an initial impulse suflicient to eiect its return by gravity toward the loading station.

The capacity of the conveyor system is such that enough loaded carriages may be accommodated between the loading and unloading sta. `tions to render possible continuous operation'of the stock sheeting mill,y it being possible by .means of the present invention to so -time the operation of unloading the festooned stock from' a supporting carriage at the unloading station that it substantially coincides with the operation of loading a carriage at the loading station.

The present invention is -of `great advantage not only because it eliminates the labor and time heretofore required in manually handling the I unloaded conveyors, but also because it saves a or handling of the festooned stock, the shifting as its main object the provision of a conveyor system which is mechanically operative to shift the loaded carriages. successively from the loading station to a remote unloading station -and then return the unloaded carriages successively from the unloading station to a. point in advance of the loading station from whence they may be shifted into loading position as required.

The conveyer system of the present invention is characterized in that it provides a fixed orbit of movement of the carriages both loaded and unloaded, the'arrangement being such that as each carriage is loaded it is initially impelled along its path of movement to an extent sufficient to remove it entirely from the loading station and present it in engagement with a previously loaded carriage', in consequence of which great deal oi oor spaceand yet provides such ample distance of travel of the stock away from the loading station that the timey consumed in such travel is enough to permit the stock to cool sufficiently for handling at the unloading station.

Also, the speed with which the stock is removed from the stock take-01T apparatus by virtue of the conveyor system of the present invention renders it economically possible to provide for irre vcreased speed and capacity of production of' the sheetedstock for delivery to the stock take-01T apparatus of the character described in said Letters Patent No. 2,102,453 aforesaid. Thus, in place of the mixing mill therein described, which "kneads the rubber compound and forms it into sheet form, a Banbury mixer may be employed in conjunction with a sheeting mill with resultant greatly increased speed of production of the sheet rubber which is delivered tojthe stock take-off apparatus. The present conveyor system makes possible the removal of the loaded carriages from the loading position and their replacement with unloaded carriages at such rapid pace as not to require any such interruption in the operation of the-Banbury mixer aswould be necessary with manual handling of the carriages for receiving the festooned stock.

AOther objects of the'4 invention and advantages hereinafter.

v`anism'for raising the carriages,

The invention consists substantially in the combination,` construction, location and relative arrangement of parts, all as will appear more fullyfhereinafter, as. shown in the accompanying drawings, and as finally pointed out in the appended claims. l

In the accompanying drawings, which illustrate and exemplify certain preferred embodiments of the present invention- Figure 1 is a side elevational view of the conveyor system constructed in accordance with and embodying the principles of the present invention:

Figure 2 is a top plan view of the system shown in Figure 1, this view showing in addition a portion of the stock take-off apparatus in operatively associated relation to the conveyor system;

Figure 3 is a transverse sectional view taken on the line 3-3 of Figure 2;

Figure 4 is an end elevational view of one of the movable carriages upon which the stock is adapted to be supported in festooned condition;

Figure 5 is a top plan view of the carriage;

Figure 6 is a side elevational view thereof;

, Figure 'I is a detail view of the interlocking device between the stock take-off apparatus and the carriage which is operative to prevent movement of the latter during the operation of loading the same;

station toward the loading station; a pair of substantially similar Aelevating mechanisms designated generally by the reference numerals l2 and I3, respectively, and disposed respectively at the loading and unloading ends of the stationary conveyor tracks Ill-I0 and I|-II; and a plurality of carriages designated generally by the reference. numeral I4 for receiving the stock delivered from the take-oi apparatus at the loading station A and conveying it along the tracks iii--IU toward and to the unloading station B.

The stock take-olf apparatus is designated generally by the reference numeral I5 and is of the construction shown and described in detail in the aforesaid United States Letters Patent No. 2,102,453, issued December 14, 1937. Although the conveyor system of the present invention is herein shown and illustrated in operative association with the stock take-off apparatus of said patent, it will be understood, of course, that this conveyor system is not necessarily limited to use with the particular take-olf apparatus shown, but instead may be employed to equal advantage in connection with other types of stock take-olf Figures 8 and 9 are side and top views, respectively, of a part of the pusher mechanism for shifting the loaded carriage out of loading position;

Figures l0 and 11 are side and top views, respectively, of the pusher mechanism shown partly in Figures 8 and 9;

Figures 12 and -13 are side elevational and top plan views, respectively, of the conveyor mechanism for lowering the'unloaded carriages into loading position;

Figure 14 is an enlarged transverse sectional view of the right-hand end portion of Figure 13;

Figures 15 and 16 are side elevational and top, plan views, respectively, of the conveyor mechwhen unloaded, into position for gravity return to the loading station;

Figures 17 and 18 are side and top views, respectivelv, of the pusher mechanism for initiatiig the return movement -of the unloaded carriages;

, Figure 19 is a perspective view of the lowering I mechanism as shown in'Figures 12 and 13; and Figures 20 to 29, inclusive, are detail views of the various safety latches employed in conjunction with the raising and lowering mechanism of; the conveyor system. l

Referring now to the drawings and more particularly to Figures 1, 2 and 3 thereof, which show in general the construction of the conveyor Asystem of the present invention and its relation to the stock take-off apparatus hereinbefore re- Vferred to, it will be observed that this conveyor apparatus.

As appears quite clearly in Figures l, 2 and 3, the stationary tracks Ill- I0 and II-II of the conveyor system and the elevator mechanisms I2 and I3 are supported in operative relation by means ofany suitable framework, as for example, a framework composed of afpair of longitudinally extending main beams I6-I6 supported above the oor at a suitable elevation by means of the uprights I1, these main beams IS-IG in turn supporting an auxiliary framework of generally rectangular form in horizontal plan and consisting of a pair of longitudinally extending members Ile-I1 which are interconnected by a plurality of transversely extending members I8-I8, these latter members being suittably secured to the undersides of the main beams IG-IS and in turn supporting the upper pair of conveyor tracks II-II. The auxiliary framework supported by the main beams I6--I6 includes in addition to the upper set of transversely extending members I 8, a lower set of similar transversely extending members I9 from which are supported the lower set of conveyor tracks IB-I Il, the outer extremities of the transverselyv extending members I8 and I9 being suitably joined together and braced in any desired manner, for example, as shown in Figure 1 wherein such side bracing members are designated by the reference numerals 20 and 2|.

As appears most clearly in Figures 1 and 2, the lower pair of stationary tracks III-I0 extend from the point 22 at the loading station A to the point 23 at the unloading station B, and similarly, the upper pair of stationary tracks II-Il terminate at the point 24 at the loading station and at the point 25 at the unloading station. The elevating mechanism I2 at the loading station A includes apair of laterally spaced tracks 26-26 which are adapted to be brought into registry with the proximate ends of the lower set of tracks Il-III or of the upper set of tracks I I-I I,

-while the elevating mechanism at the unloading riages through and about the conveyor system is indicated by the arrows in Figure l, from which it will be apparent that as a carriage i4 is loaded at the loading station A, it moves along the lower conveyor tracks III tothe unloading station B where the stock is removed from the carriage. At this stage in the cycle of operation the elevating mechanism' I3 at the unloading station is, of course,.in its lowermost position so that the carriage supporting tracks 2'I-2'I are each in longitudinal alignment with the lower stationary tracks I--IIl ofthe conveyor system. When the' carriage has been unloaded at the unloading station, it is raised by means of the elevating mechanism I3 to a height suiilcient to present its supporting tracks 21-21 in alignmentwith the upper set of stationary tracks II-I I of the conveyor system. 'I'hese upper tracks are so inclined with respect to the horizontal that when the unloaded carriage is shifted from its supporting tracks 21-21 on to the tracks II-II, it moves by gravity along these tracks toward the loading end thereof, the unloaded carriage being then transferred from the tracks II--II to the tracks 26-26 of the elevating mechanism I2 at the loading station, said mechanism` having been elevated, of course, to present the carriage. receiving tracks 26-26 thereof in registry with the upper set of stationary tracks II--II. Thereuponthe unloaded carriage, while supported upon the tracks 26-26 of the elevating mechanism I2, is lowered by the latter mechanism so as to enable the unloaded carriage to be shifted on to the lower set of tracks III-I0. Suitable stop mechanisms are, of course, provided at all necessary points in the conveyor system to insure against accidental displacement of the carriage from the tracks, and such safety stop devices together with the means for operating the elevating mechanisms and for shifting the carriages from the vertically movable tracks to the stationary tracks of the system `Will be described in detail hereinafter. v

Referring now to Figures 3 to 6, inclusive, it will be observed that the several movable carriages I4 for supporting the stock delivered from the take-off apparatus' I5 are each generally of the construction shown and described in the aforesaid Letters Patent No. 2,102,453, these carriages each comprising a pair of laterally spaced, longitudinally extending side frame members 28-23 suitably connected together to provide a rigid frame ofA rectangular outline adapted for` disposition in a substantially horizontal plane. Secured to each of the opposite side members of this horizontally disposed 'frame are a pair of vertical suspension members 23-23, the upper ends of which are each provided with a suitable `,iournalled trolley wheel 30, theopposed pairs of trolley wheels being laterally so spaced apart as to adapt them to ride along the tracks of the conveyor system.

lEach of the carriages I4 is provided at opposite sides thereof with endless sprocket chains 3 I-3 I, which are relatively so arranged that they are adapted to travel in substantially yvertically disposed planes spaced apart a distance slightly .greater than the width of the stock delivered from the take-ofi' apparatus. Each of theseA sprocket chains 3I-3I is provided` with a plurality of spaced, eiternally projecting dogs or pins 32, the lspacing between these pins being such as to accommodate between each successive pair of the pins one of the bars 33', which is projected from the vstock take-o5 :apparatus in the` manner and by the means described in said prior lLetters Patent No. 2,102,453.

The sprocket chains 3I-3I of each carriage are synchronized in operation by the -intermeshed andthe loadedcarriages are shifted longitudinally thereofby `the means now to be described.

gears 33 and 3 3* arranged at either side of the carriage, the chains being further arranged so that their upper sections travel substantially along a horizontal plane disposed slightly above the bottom of the stack of bars 33 contained within the magazine 34 of the stock take-oil apparatus.v

It-wilI be understood that when one of the carriages I4 is positioned'at the loading station A, the stock take-olf apparatus IS-operates to successively project on to the synchronized sprocket chains 3| of the carriage the b ars 33 with the result that the stock is disposed upon the carriage in the festooned condition shown most Aclearly in Figure 3. Inasmuch as the mechanism for effecting this festooning of the stock upon the conveyor forms no part of the present invention and is fully described in the aforesaid prior Patent No. 2,102,453, no further description of said festooning'operation or of the-means for effecting the same need be given herein.;

In order to steady the carriage I4 in relation to the stock take-oil.' apparatus during the operation of loading the carriage and to insure against unintentional shifting of the carriage along the tracks of the conveyor system, an interlocking mechanism designated generally by the reference numeral 36 (see Figure 3) is'employed between the stock take-off apparatus I5 and the carriage being loaded.` This interlocking mechanism is shown most clearly in Figure 7 and comprises to raise or lower the arms 31-31. The outer extremities of these arms 31-31 are each notched as at 40, these notches being respectively adapted to receive the oppositely projecting extensions of the forward shaft 4I of the festooning carriage I4 when the arms 3'I are swung 'into the position shown most clearly in Figures 3 and '7. In this interlocking position of the arms 31-31; it will be observed that the movable carriage I4 is maintained in relatively fixed position with respect to the stock take-olf apparatus and is restrained against any movement along the conveyor tracks. This interlocking mechanism is substantially like that shown and described in the prior patent aforesaid and includes as part thereof the means for supporting the idler weight roll 42, which coacts with each of the successively .projected bars 33 to clam-pingly engage and retain the stock against movement during the formation of each looped section of the festooned stock.

When a given carriage receives its full load of festooned stock, it is ready to be moved or shifted from the loading station A along the tracks I Ii-IU of the conveyor system in the direction of the'arrowof `Figure 1. This lower level of tracks [Il-#I0 is disposed in a horizontal plane As appears most clearly in Figures 1, 2, 8 and 9, this means is fpneumatically operated and includes a doublel acting air' cylinder 43 having a longitudinally extending' piston rod 44 which is fitted at its outerrextremity with a wheeled carriage- 45, 'I'his wheeled carriage 45 rides within a suitable ilxed guide therefor providing upper and lower -guide surfaces 41 and 43 between-which are confined the rollers 49 of the wheeled carriage, these rollers being longitudinally spaced apart. Pivoted upon the shaft 5l! of the rearmost rollers is a freely depending dog 5| having the right angular branches V52 and53, as shown most clearly in Figure 8. The forward edge of the branch 52 of the dog is rounded as shown to provide a camming surface. It will be understood that the dog 5| is adapted to swing in a vertical plane disposed substantially midway between the lower level of tracks Ill-l and is generally so arranged that when it is in the full lined position shown in Figure 8, the freely extending extremity of the dog is adapted to engage the outer end of the carriage frame so as to propel the carriage in the direction indicated by the arrow in Figure 8. To prevent lateral displacement of the dog out of its normal vertical plane of movement, the lower member of the fixed guide 46 for the wheeled carriage which supports the dog, is provided with a longitudinally extending opening therein, the side walls of which serve to confine and guide the d og during its longitudinalA movement.

In operation, when it is desired to propel a load.. ed carriage out of its loading station and along the conveyor tracks |0-I0, air'under pressure is supplied to the cylinder 43 to cause the piston rod 44 to be extended suflicientlyfor the dog 5| to engage the far side of the frame member 54 of the carriage. As appears most clearly in Figures 3 to 6, inclusive, this member 54, which is engaged by the dog 5| of the carriage shifting at the latter station, each is there unioaded of its festooned stock, such unloading being effected by slitting eachy looped. section of the festooned sto'ck longitudinally of their respective bight extremities so as to leave suspended upon each of 1 the bars 33 a doubled section of the stock. Each of these doubled sections of stock is then readily removed from the carriage by the simple expedient of lifting each bar 33, together with the section of stock suspended therefrom, from the carriage, these bars being then removed from the unloaded sections of stock for return to the takeoff apparatus where they are restacked in the bar 4 magazine 34.

As each of the carriages 4 is unloaded, it is raised by means of the elevating mechanism I3 (see Figure 1) to the elevation of the upper level of inclined tracks for return thereon to the loading station of the conveyor system, the carriages being there lowered to the level of the lower tracks l-I by the lowering mechanism l2. This mechanism for'lowering the empty carriage is shown most clearly in Figures 12, 13 and 19wherein it will be observed .that it includes the laterally spaced vertically movable track sections 26--26 which are adapted respectively to be brought into registry alternately with the lower mechanism, forms part of the upper frame structure of the carriage and liesin a horizontal plane spaced above the upper plane of the carriage set of tracks IIJ-I0 and the upper set of tracks The movable track sections 26-26 are each supported by a pair of vertically extending rack members 56-56 respectively arranged adjacent either end of each track section 26. Thus, the lowering mechanism I3 includes four of such rack members 5B. The upper portions of each of these v rack members is in meshed engagement with a sprocket chains 3|. The frame members 54-54 extend between andinterconnect the vertically extending suspension 29 of the carriage and are themselves interconnected by a transversely extending bracing member 55.

During the extension of the piston rod 44 under the iniuence of its operating air cylinder 43, the dog 5| will necessarily ride over the top of the carriage and along the top surface of the bracing member 55, and in so .doing the dog will be cammed into the dotted line position shown in Figure 8. When the piston rod 44 is fully extended, the dog 5| will have cleared the far side of the load supporting carriage and will then of its own weight drop into the full line position shown in Figure 8. Thereupon, by supplying air to the other side of the. double acting air cylthe result that the dog 5| engages the member I 54 of the carriage and draws the latter out of its loading position to an extent suilicientto clear the station for reception of another carriage to be loaded. As clearly appears in Figure 8, the branch 53 Aof thel pivoted dog 5| so engages the lower surface ofthe wheeled carriage 45 as to restrain the dog 5| from rotating in counterclockwise direction beyond the full line position shown. y y

As the loading of each carriage is completed, it is shifted laterally of-the loading station by the means and in the manner just described, this shifting movement of the last carriage to be loaded being transmitted from carriage to carriage with the result that corresponding movement is imparted t'o all ofthe carriages on the lower level tracks |0|0 of the conveyor system. Thus, the several loaded conveyors are progressivelyshifted from the loading station A toward the unloading pinion gear 51 which is keyed to a shaft 58 exl tending transversely of the tracks and journalled at opposite ends thereof in journal brackets 59-59 fixed to the upper main supporting beams I6| S of the conveyor. Suitably journalled upon each bracket 59 are guide rollers 60, 6| and 62 foreach of the vertically movable rack members 56, these rollers serving in conjunction with the pinion gear 51 to maintain the rack member in vertical position during its up and down movement. As clearly appears in the drawings, each pair of the guide rollers 60-60, 6|-6I and 62-62 is provided with-a common shaft extending transversely between the opposed pairs of journal brackets 59-59.

Keyed upon each of the p' 'on gear shafts 58 is a second pinion gear 53, these latter pinion gears being each disposed adjacent the same ends of the shafts 58 and being commonly engaged by a horizontally extending rack member vv|54. This horizontal rack member 64 is backed vby a pairof guide rollers 65-65 respectively fitted on a versely between opposed pairs of the journal brackets 59-59. The arrangement is such that station and as said carriages successively `arrive u as the horizontal. rack bar 64 is shifted in the direction indicated by the arrow in Figure 19, the Y two pinion gears 63-63 will be rotated commonly in clockwise directionand thus will impart corresponding rotation, through the shafts 58-58, to all four of the pinion gears 51. These latter gears, being in mesh respectively with the several vertical rack bars, will impart a vertical movef ment thereto so as to raise the tracks 26-26'supported thereby from a lowered position (see Figures 12 and 19) where they are in registry with the lower tracks v||)|||to an elevated position where they are in registry withthe upper tracks a double acting air cylinder 61 is employed l(see t Figure 2), the piston rod of which is suitably connected to the rack bar 64 in longitudinal continuation thereof. Any suitable means may be employed for controlling the operation of this air cylinder 61 and the supply of operating uid f thereto.

The elevating mechanism I3 at the unloading station of the. conveyor system is substantially similar to the lowering mechanism just described in so far as concerns its general construction and operation. This elevating mechanism is shown in more or less detail in Figures 15 and 16 wherein it will be observed that the vertically movable track sections 21-21 are supported by four vertically extending rackbars 68, which are respectively secured adjacent the outer extremities of the track sections 21-21. As in the case of the lowering mechanism I2, the vertical rack bars 68 of the elevating mechanism are guided during their vertical movement by the guide rolls 69, 10 and 1I, carried on transversely extending shafts .suitably mounted in the journal brackets 12 and carried by the 'main supporting beams I6-I6 of the conveyor system. The vertical r'ack bars 68 are each in engagement with pinion gears 13 which are keyed upon the transversely extending shafts 14, 'these latter shafts extending between and being journalled in opposed pairs of the brackets 12. Each of the shafts 14 has keyed thereto a second pinion gear 15, these pinion gears 15 commonly engaged by the horizontallyextending rack bar 16. As in the case of the lowering mechanism, the rack bar 16 of the elevating mechanism is backed and guided by the guide rolls 11, and the rack' bar is suitably connected to and extends in longitudinal` continuation of a piston rod of a double acting air cylinder 18 (see Figures 1 and 2).

This air cylinder is similar in construction and operation to that employed for operating the lowering mechanism I2 at the loading station of the conveyor system. l

It will be apparent that as the horizontal rack bar 16 is shifted in one direction or another under the impulse of the double acting air cylinder,

it will impart rotation to the pinion gearsl 15 and 14 to thereby cause the vertical rack bars maybe. Thus, this elevating mechanism is operative at the will of the operator to alternately present the track sections 21 in longitudinal registry with the lower set of tracks Ill--IU and the upper set of tracks III I.

It will be observed at this point that the track sections 21-21 of the elevating mechanism are disposed in a substantially horizontal plane so as to facilitate the transfer thereto of a loaded conveyor from the fixed lower set of conveyor tracks I-I0. Obviously, this transfer of a carriage I4 from the tracks I 0-10 on to the tracks 21--21 of the elevating mechanism would be effected onlyvwhen the latter are inm their lowermost position and in longitudinal registry with the tracks III- 10. Upon unloading the carriage, the elevating mechanism is operated in the manner and by the means just described to raise the tracks 21-21 to present them in registry with 68 to move upwardly or downwardly as the case 95- the upper set of stationary-conveyor vtracks II-II`. The empty carriage supported by the tracks 21-21 is then in position to be shifted on to the tracks II-II so as to effect its return I to the loading station. Due to the inclination of the tracks II-II, the carriage moves along them by its own weight and under the iniiuence of gravity. Because of the horizontal disposi- -tion of the track sections 21-21, some means is necessary for propelling the empty carriage from these track sections on to the inclined tracks II-II, this means being preferably in the form of an air cylinder 19, which is so mounted to the rear of the uppermost position assumed by the raised empty carriage that upon operation thereof thepiston thereof is pro- 'jected against the carriage to shift it off the tracks 21-21 and on to the inclined tracks I I-I I. This air cylinder pusher mechanism for the carriage is shown most clearly in Figures 1, 2, 17 and 18, wherein it will be observed that the piston 80 thereof is of 4suiilcient length to insure shifting of the carriage entirely free and clear of the tracks 21-21 oi the elevating mechanism. f

Having so shifted the carriage from the tracks 21-21 on to the tracks II-II, the piston 80 of the pusher mechanism is retracted and the air cylinder 18 is operated `to lower the tracks 21`21 into registry with the lower set of tracks III-I0 for reception of the next succeeding carriage I l in the line.

as to present its track sections 26-26 thereofv in longitudinal registry with said tracks II-II so as to permit the carriage to be transferred from the tracks I I-II to the track sections 26-26 of the mechanism I2. This transference will normally be effected by gravity and when the empty carriage is positioned upon the tracks v 26-26, the latterv will be lowered in the man-ner and by the means hereinbefore described to present them' in registry with the lower set of tracks I0-,-I0. l The empty carriage so supported by the lowered track sections 26--26 will be in advance of the loading station A (see Figuresi and 2) and when said loading station is free to accommodate the empty carriage, the carriage supported by the lowered tracks 26-,26 will be manually shifted on to the tracks IIl-II'I to locate it in loading position. 'It'is at'this point that the interlocking mechanism hereinbefore described and shown more particularly in Figure 7., will be operated to lock the carriage flxedly in position with respect to the stock take-off apparatus I5.

It will be noted that when the movable track sections 26-26 and -21-21 are in their lowerstrain the carriages against movement along either track until such time when the completion being as shown more particularly in Figures 12'and 15.

Referring first to the stop mechanism of Figures 20-and 21, one of which is employed at each of the unloading ends of the lower set of tracks ||0 to prevent a carriage from proceeding beyond said ends unless the track sections 21-21 are in registry therewith as shown in Figure 15, it will be observed that such mechanism includes a vertically disposed detent 8| which is adapted to move freelyin a bracket 82 fixed to one of the tracks I0. This bracket 82 is provided with a bearing lug 83 in which is journalled one end of a transversely extending shaft 84, the opposite end of this shaft being correspondingly journalled in a similar bearing lug formed on a bracket fixed to the opposite track |0. Keyed to the shaft are a pair of operating levers 85 (one only being shown), each of these levers having oppositely extending arms 86-81. The arm 86 of each lever engages each detent 8l in such manner that upon depressing the arm 81 thedetent is raised into ythe position shown in Figure 15'. When the activating force for depressing the arm 81 is released, the detent falls of its own weight into the position shown in Figure 21.

The lever arm 81 extends beyond the free end of the track |0 into a position wherein it is engageable by a lug 88 fixed to the proximate end of the movable track 21. Thus, the arrangement is such that when the tracks 21-21 are in their lowermost position (see Figure 15) the levers 85 are actuated to raise the detents 8| to a height sufficient to permit the wheels of the carriage to pass freely therebeneath and on to the tracks 21-21. However, when the tracks 21-21 are in their elevated position, the detents fall of their own weight into position (see Figure 21) wherein they intercept the movement of the carriage wheels along the tracks |0-.l0and so prevent the carriage from entering into the space vacated by the raised track sections 21-21.

The stop mechanism shown in Figures 22 and y23 is mounted upon one Aof the tracks 21-21 at the carriage discharge end thereof,. as shown in Figure 15, it being observed that this mechanism includes a lever 89 pivoted to the track, as at 90, with the arm 9| thereof ,loosely en-l gaging a detent 92. This latter detent is vertically disposed and is guided in its movement in an extension 93 of the pivot bracket. The opposite arm 94 of the lever 89 is freely disposed and -is adapted to be engaged by the lower end of a trip member 95 which is suitablysethe free arm 94 of the lever 89 and depresses it to such extent that the detent `92 is raised suiiiciently to permit the carriage to move freely from the track sections onto the inclined tracks ||i l.

The stop mechanism shown in Figures 24 and 25 is mounted at the lower extremity 'of one of the inclined upper tracks I, this mechanism being employed for the' purposel of precluding continued movement of the conveyor beyond the lower extremities of said inclined tracks when the track sections 26L-26 are in their lowered position. This stop mechanism includes a verticauy disposed detent 9s which 1s adapted to intercept the movement of the carriage along the tracks by engaging one of the forward wheels of the carriage J'ust before the latter reaches the: end of the tracks This detent 98 is guided in its'vertical movement by A the horizontal extension 99 of a pivot bracket |00, this bracket being secured in any suitable manner toone of the tracks Il. The detent 98 normally drops of its own weight into the intercepting position shownin Figures 12 and 25.

Pivoted to the bracket |00, as at |0|, is a lever |02 for raising the detent 98 automatically when the track sections 26-26 are presented in registry with the main inclined tracks This lever |02 extends loosely through the detent 98 with its free end so disposed as to be engaged by a laterally projecting lug |03 suitably secured to one of' the movable track sections 28, (see Figure 12). It will be'apparent that when the track sections 26-26 are elevated for registry with the main upper tracks |,this lug |03 will engage the lever |02 to thereby lift the detent 98 out of carriage intercepting position. As the track sections 26-26 are lowered, the detent 98 immediately falls of its own weight into intercepting position. If desired, a pair'of the stop mechanisms shown in lFigures 24 and 25 may be employed to provide each track with a detent, and in such case, a common pivot shaft |03 maybe provided for commonly actuatingboth of the operating levers |02. By nonrotatively securing the pivoted ends of these lecured at the top of the conveyor as shown in Figure l5. 'I'he lower extremity of the detent is beveled, as at 96, to permit it to be cammed upwardly as it is engaged by the wheel of the care riage as the latter moves from the tracks |0-I0 onto the tracks 21-21. When the carriage has passed freely upon the tracks 21-21, the detent 92 drops of its own weight and so prevents backward movement of the carriage off of said tracks. A fixed stop 91 von one or both of the .track sections 21-21 (see Figure 15)` operates in Aconjunction with the detent V92'to maintain the car- A riage against displacement from said track section in either direction `as thefsame are raised to their elevated position.,- j' When the track sections I uppermost position, the trip member 95 21921 reach. their vers to the operating shaft |035 actuation of one lever will impart corresponding actuation to the other and consequently, only one operating lug Y' |03 need be employed.

'Ihe stop mechanisms shown in Figures 26 and 27 is employed at the loading station extremities of the lower set of tracks |0--|0, it being preferred to employ one of these stop` mechanisms on each of the tracks |0-|0. This stop mechanism includes a vertically disposed detent |04 which is guided in its vertical movement by'a. pivot bracket |05 suitably fixed to one side of each track l0. Pivoted upon this bracket |05 is a lever |06, one arm |01 of which loosely engages the detent |04, while the other arm |08 thereof extends freely beyond the end of .the track i0. Preferably, the levers |06 are keyed to a transversely extending shaft -so that actua'- tion of one lever results in corresponding actuation of the other. When the movable tracks 26-26 are in an elevated position out of regis- 'try with the tracks |0 |0, the detents |04 will ofl their own-'weight assume the position shown engages position shown in Figure 12 and so cause the also Figures 13, 16 and 19).

sets of stationary tracks...

detent |04 to be raised into a position permitting free movement of the` carriage from the tracks 26-26 onto the tracks I0-I 0.

The stop mechanism shown in Figures 28 and 29 is mounted upon one of the' tracks 26-26 as 'shown by the dotted lines of Figure 12, the purpose of this stop mechanism 'being to' prevent 'accidental displacement of they carriage from the tracks 26'-26 during their movement between the vupper and lower levels of the main tracks, such stop mechanism operating in conjunction with a lxed stop I III- provided at theopposite extremity of one or both of the movable tracks 26. 4It will be observed that the stop mechanism of Figures 28 and 29 includes, as in all of the other stop mechanisms, a vertically disposed detent I I I, the lower extremity of whichy is beveled as at I I2 to permit it .to be cammed upwardly by the carriage wheel passing therebeneath during transit from the tracks II-II onto the track sections 26-26. sumes by its own weight a lowered position in which it intercepts movement of the carriage oii'4 of the tracks 26--26. When the track sections 2'5-26 are-lowered into position of registry with the tracks I -I 0, the detent III is automatically raised to permit free movement of the carriag'e -wheels therebeneath through engagement of the pivoted actuating lever II3 witha trip member II4 iixed to and carried by the fixed track II. 'I'hus, when the tracks 26-'26 are in registry with the tracks Ill-I0, the detent I II is lifted to permit the carriage to-pass freely from Ithe tracks 26--26 to the tracks Ill-I0. However, at all times when these tracks are not in such registry, the detent I II assumes a lowered position to prevent displacement from the tracks 26-26 of any carriage supported thereon.

In 'order to limit the upward .movement of the movable tracks of both elevating mechanisms, 'fixed abutments are provided as' at II5 and IIB (see Figures 12, 15 and 19) upon the stationary tracks, while corresponding abutments II'I and I I8 are provided upon the lower stationary tracks to limit the downward movement ofthe movable track sections.

In order to guide the elevating mechanisms I2 and I3 during vertical movement thereof and prevent any tendency for the same lto sway, suitable roller guides are provided at each outer end Y of the mechanisms centrally between the oppo site sides thereof. One of these guides is shown` most clearly in Figure 14, such guide comprising a main vertically extending beam section I I9, which is securedly fixed to the lower cross member- |20 ofthe elevating mechanism frame (see This beam section II9 Ais tted at its louter end-with a pair of laterally spaced roller members I2I-I2I which are respectively operatively associated with and ride along vertically extending guide members I22I22 which are fixed in any suitable manner Y to the stationary framework of the conveyor system. These guides serve to prevent any tendency for the elevating mechanisms to skew with` respectto their vertical axes of movement as well as with respect to the longitudinal center line of the conveyor system as a whole. Also, they serve effectively to insure registry of the movable track sections with-the upper and'low'er subject to various v v ithout departing from the general principles orjjreal spirit of the invention. Thus, in lieu of the 'air cylinder means Obviously, the inventio Normally, the detent III asdescribed for operating the elevating mechanisms and for shifting the carriages from the vertically movable track sections to the stationary tracks of the system, other means may be employed. Also, the stop mechanisms may be varied, while the operation of the interlocking mechanism employed between the take-off'apparatus and the carriage being loaded may be so timed andl related to the mechanism forv initially propelling the loaded carriage on to the tracks III-I0 that the latter mechanism may notbe operated until after the interlocking` mechanism has been re leased fromits operative position shown in Figures 3 and 7. Accordingly, it is intended in the appended claims to define ltheinvention broadly las well as specifically.

What is claimed as new andvuseful is: 1. In a conveying system for handling rubber stock and the like delivered to carriages upon which the stock is suspended in festooned form,

in combination, a main lower track for the carriages extending from a carriage-loading station to a distant carriage-unloading station, said track being disposed in elevated position above the,

of obstructions against free passage of carriages suspended from said upper track, an overhead framework from which said upper and lower tracks are suspended, up'rights supporting said framework, and auxiliary track sections yoperatively disposed at either end ofsaid system and adapted, respectively, to be vertically shifted into 4longitudinal alinement with the proximate ends of either of the lower or upper tracks, said auxiliary track sections being each characterized in that it is also free of obstructions in the space immediately beneath the horizontal plane thereof whereby to provide a free and unobstructed path for the longitudinal movement of a carriage from one to the other of a pair of longitudinally alined fixed and movable tracks.

2. In a conveying system for handling rubberstock and the like delivered. tocarriages upon which the stock is suspended in festooned form, in combination, a lower level fixed set of main tracks extending between distantly separated loading and unloading stations for the stock, an

' 1 upper level xed set of main tracks also extending between said stations and arranged in vertically 1 f of main tracks, and means for so supporting all of'said tracks in operative relation as to provide free and unobstructed paths for the longitudinal movement of Acarriages suspended from said tracks, said last named means comprising an overhead framework from which said upper'and lower tracks 'are`suspended and uprights sup porting said frame-work. H l

3. In a conveying system for handling rubber stock and the like delivered to carriages upon which the stock is suspended in festooned-form, in combination, a lower level ilxed trackway extending from a loading station to a remotely 1ocated unloading station, an upper level xed trackway spaced vertically above said lower level trackway and also extending between said loading and unloading stations, an overhead framework from which said upper and lower tracks are suspended, uprights supporting said framework, vertically movable auxiliary trackways disposed at opposite ends of said vertically spaced trackways and adapted each to be presented in longitudinal alinement with one or the other of said trackways, all of said fixed and movaole trackways being so operatively related as to provide for free and unobstructed paths for longitudinal movement of the carriages suspended therefrom, and means for shifting a carriage suspended from one of said movable trackways' on to and along a xed trackway withwhich said movable trackway is in registry.

4. In a conveying system for handling rubber stock and the like delivered to carriages upon which the stock is suspended in festooned form, in combination, a lower level xed trackway extending from a loading station to a remotely 1ocated unloading station, an upper level fixed trackway spaced vertically above said lower level trackway and also extending between said load-- ing and unloading stations; an overhead framework from which said upper and lower tracks are suspended, uprights supporting said framework, vertically movable auxiliary trackways disposed at opposite ends of said vertically spaced trackways and adapted each to be' presented in longitudinal alinement with one or the other of said trackways, all of said iixed and movable trackways being so operatively related as to provide for free and unobstructed paths for longitudinal movement of carriages suspended therefrom, and mechanically operated means for shifting each loaded carriage from the lowered auxiliary trackway at the loading station end of the system on to-the lower level xed-trackway for engagement with a previously loaded carriage suspended from said lower level trackway, said last-mentioned means being thus operative upon eachactuation thereof to shift all of the loaded carriages suspendedrfrom said lower level trackway ahead tothe extent of one carriage, the foremost/carriage in the line thereof beingthereby transferredv by operation of said mechanically operated shifting means, on to the lowered auxiliary trackway at the unloading station end of the system.

FREDERICK LEOPOLD. 

